The Florida firm is known for its bespoke Jaguar and Land Rover rebuilds, but its newest production line will soon be churning out modernized Mustangs
Despite Iacocca’s disapproval that the newer Mustang strayed from its origins as a simple, sporty compact car — the full quote in his autobiography explained that, to him, the ’67 model was “no longer a sleek horse, it was more like a fat pig” — the motoring public seemed not to care. Ford Motor Company sold approximately 800,000 units over the two years. That number makes for a not-insignificant fan base of people who had one in their youth — or, in my case as a prepubescent gearhead, who lusted after one — and who would like to recapture those days.
ECD, billed as the world’s largest Land Rover and Jaguar restoration company, and known for custom luxury builds that include bespoke Defenders, Range Rovers, and E-Types — well-detailed in previous pieces on Driving.ca — is adding Detroit muscle from the sixties to its product portfolio, starting with the classic ’67 to ’68 Mustang, a move the company calls a “significant milestone” in its history.
Interesting, but hardly noteworthy, you might think; after all, there are hundreds of restoration shops in the U.S. capable of bringing beat-up, worn-out, tired and rusty Detroit pony cars back to life. But that isn’t what Tulsa-based Brand New Muscle Car was about. No, for nearly two decades, it has been building classics from scratch, with new parts, “just as the customer wants it,” says founder David Miller II.
In acquiring these assets from BNMC, Scott Wallace, CEO of ECD Auto Design, says its 100,000-square-foot Florida manufacturing facility, which employs some 90 craftsmen and technicians, has found a reason to add a third production line to its existing factory’s footprint. “We will have the opportunity to design and build one-of-one classic Mustangs through our unique and industry-leading client design process,” he says.
Furthermore, Wallace says the Mustang will be just “one among several other” classic American muscle cars ECD wants to build. “Our vision at ECD is to tap into the greater than US$15-billion market ecosystem for high-end and collectible cars,” he explains. “Today, we are a leading retrofitter of classic British luxury cars, but we aspire to build and sell additional makes and models that are also in high demand. There is a growing appetite among the ultra-high-net-worth population who desire one-of-a-kind products and experiences, and ECD has expanded that capability into the classic American car market.”
(It’s not just Detroit muscle cars, either; 993-generation Porsche 911s are already in the queue, and the Toyota FJ40 utility vehicle — a Japanese version of the Land Rover Series models — will shortly be integrated into the assembly line.)
With a starting price of US$269,995 for a basic-configured ECD Mustang, it will take deep pockets indeed to own one. Mind you, what the customer gets is a brand-new, fully restored and modded car, in either fastback or convertible guise, powered by a bored-and-stroked Ford-based Roush 347-cubic-inch (5.7L) SR V8, pumping out 410 horsepower and mated to a five-speed automatic. Stopping power is provided by big Wilwood disc brakes — six-piston up front, four-piston at the back. A modern coil-over suspension and MagnaFlow exhaust system cover the major mechanical improvements.
Naturally, customers will have a choice of customizing their vehicle to their exact specifications. With over two million possible configurations, ECD says customers will be able to personalize every aspect of their Mustang, from the powertrain to the upholstery, “reflecting their unique style and preferences.” One option will be more power under the hood, courtesy of a 427-cubic-inch (7.0L) fuel-injected Roush V8 with a thumping 560 hp on tap. Each car will come with a two-year bumper-to-bumper warranty.
Once a client is on board and approves their designs, it typically takes about three months or so to get all the parts, materials, etc., to build the car. The timeline could be shorter for Mustang, although “boutique builds” such as 911s will likely be on a different schedule. For instance, 911 engines are sent to a partner shop for a full rebuild, which can take three to four months.
The blue car with twin white racing stripes fairly quaked under meaningful acceleration, thunder emanating from the twin exhaust pipes
Each Mustang build will start with a body shell supplied by Dynacorn International, a California company that has been supplying sheet metal, bright trim, and moulding for restorations for more than 30 years. Dynacorn introduced the first all-steel replacement 1969 Chevrolet Camaro body shell back in 2005. Since then, it has added several models, including the Mustang, to its lineup, all licensed by the OEMs. The anodized and powder-coated frame is sourced from Roadster Shop, another American firm.
At ECD, the Mustang’s assembly process will proceed in a similar manner to the company’s restored Land Rovers, Range Rovers, and Jaguars.
Emily Humble, chief production officer and one of ECD’s founders, describes the six phases to the build: Phase One is “roller assembly,” where axles, brakes, brake lines, and suspension are attached. Phase Two is when the drivetrain and fuel system (gas tank, etc.) are fitted. Phase Three entails the initial body assembly. Phase Four is secondary body assembly and installation of the wiring harness. Phase Five is final cosmetic assembly, and the installation of carpeting, seats, sound system, and exterior lighting. Phase Six is post-build inspection.
Each phase should take four days, Humble says, though, when ECD begins production of the Mustang in February, it is initially scheduling eight days per phase as the technicians get familiar with the new assembly process.
Lee Iacocca may have been a marketing genius, but he was dead-wrong about the ’67 and ’68 Mustang, at least the ones built by BNMC, which will subsequently be coming off the ECD assembly line. The nearly 60-year-old design is still stunning, clearly of a different time, but losing not a drop of desirability. I had a brief opportunity to take one out for a spin, just as it started to rain, with south Florida experiencing biblical precipitation at the time of my visit.
Getting familiar with a CDN$300,000-plus 410-hp rear-wheel-drive car without any traction aids or anti-lock brakes — there were going to be zero cinematic Steve McQueen-like antics. That didn’t mean there was thunder and fury lacking, the blue car with twin white racing stripes fairly quaked under meaningful acceleration, thunder emanating from the twin exhaust pipes. Shifting was a deliberate act, requiring a hefty push-pull to slot the lever into the appropriate gear, though there was no hang-up. Working the clutch was easy, the hair-trigger-sprung gas pedal less so. Steering was surprisingly light; I expected more effort, and the Mustang tracked true with no discernible wander.
General Douglas MacArthur famously said “Old soldiers never die—they just fade away.” The same can be said of old cars. There’s a time and a season for them — with rare exception — and then they are gone, replaced by something newer and grander, existing only as fond memories that linger in the minds of those they have touched. Except when companies such as ECD come along, creating new memories for a new class of collectors, those with sufficient means who appreciate an iconic design but prefer the modernity of up-to-date powertrains, chassis, and infotainment.
Argue all you want as to whether the ECD Mustang will be a “real” 1967 to ’68 model or not. Call it a re-creation, a restomod, a continuation — whatever makes you happy. Just don’t ever call it a fat pig.
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